CN102463906B - Running control device for electric vehicle - Google Patents

Running control device for electric vehicle Download PDF

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Publication number
CN102463906B
CN102463906B CN201110361978.7A CN201110361978A CN102463906B CN 102463906 B CN102463906 B CN 102463906B CN 201110361978 A CN201110361978 A CN 201110361978A CN 102463906 B CN102463906 B CN 102463906B
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CN
China
Prior art keywords
torque
vehicle
elec
motor
braking
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Expired - Fee Related
Application number
CN201110361978.7A
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Chinese (zh)
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CN102463906A (en
Inventor
佐藤真也
田代直之
牧健太郎
横山笃
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Hitachi Ltd
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Hitachi Ltd
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Expired - Fee Related legal-status Critical Current
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A running control device for an electric vehicle includes: a first calculation unit that calculates a predetermined reference torque required for braking/driving the motor that provides a beneficial effect with regard to power consumption of the electric vehicle; a second calculation unit that calculates interval allocation between a first interval in which the electric vehicle is propelled by braking/driving the motor at the predetermined reference torque and a second interval in which the electric vehicle is coasted without the motor being braked or driven; a third calculation unit that calculates a control requested torque for braking/driving the motor intermittently, so as alternatingly to repeat running of the electric vehicle in the first intervals and coasting of the electric vehicle in the second intervals; and a running control unit that performs running control of the electric vehicle by braking/driving the motor intermittently according to the control requested torque.

Description

The travel controlling system of elec. vehicle
Technical field
The present invention relates to the travel controlling system of vehicle.
Background technology
In recent years, as the vehicle that environmental load is little, electronlmobil receives much concern.But, for the battery of electronlmobil, there is the little shortcoming of energy density than gasoline, there is the shortcoming that cruising radius is short compared with gasoline car.As the scheme reducing electric power consumption (hereinafter referred to as power consumption), known one is interspersed in traveling controls carries out inertia traveling, effectively utilizes inertia energy to reduce the technology of the work-hours of electrical motor thus.Such as, in patent documentation 1, known traveling as follows controls: set suitable upper lower limit value for target vehicle speed during constant speed drive and make it have corresponding width, and repeatedly carries out accelerations and inertia traveling according to the mode that actual vehicle speed maintains in described target vehicle speed bound.
Patent documentation 1:JP JP 2010-120503 publication
Disclosed in patent documentation 1, repeatedly carry out the drive-control technique accelerated and inertia travels, owing to not considering energy efficiency when accelerating, thus there is power consumption and reduce insufficient problem.
Summary of the invention
Therefore, the travel controlling system of a kind of elec. vehicle of the invention described in technical scheme 1, it is characterized in that, possess: the 1st arithmetic element, vehicle based on elec. vehicle travels important document and travels to the power of the electrical motor of elec. vehicle and regenerate relevant driving condition, and computing brings the reference torque of the regulation needed for braking driving of the electrical motor of the power consumption effect income of elec. vehicle; 2nd arithmetic element, important document is travelled based on vehicle, during computing the 1st and the 2nd during during distribute, in during the 1st with regulation reference torque braking driving motor elec. vehicle is travelled, braking driving is not carried out to electrical motor in during the 2nd and elec. vehicle inertia is travelled; 3rd arithmetic element, the mode of the inertia traveling of the elec. vehicle in carry out the traveling and the 2nd of the elec. vehicle in during the 1st according to alternate repetition during, computing is used for carrying out braking the control overflow torque driven to electrical motor intermittently; With traveling control unit, the traveling of carrying out elec. vehicle is driven to control by carrying out braking to electrical motor intermittently according to control overflow torque.
Invention effect
According to the present invention, the travel controlling system of elec. vehicle can carry out motor braking drived control expeditiously, compared to prior art, can realize further power consumption and reduce.
Accompanying drawing explanation
Fig. 1 often uses the figure in district when being motor efficiency distribution and the traveling representing elec. vehicle.
Fig. 2 often uses the figure in district when being and representing motor efficiency distribution when making motor miniaturization and travel.
Fig. 3 represents that high efficiency travels the schematic diagram controlled.
Fig. 4 represents that high efficiency travels the figure of the control content controlled.
Fig. 5 is the figure of the system architecture representing elec. vehicle.
Fig. 6 represents that braking drives the figure of the operation content in ECU.
Fig. 7 is the figure of the operation content of the vehicle target torque operational part represented in the 1st embodiment.
Fig. 8 is the figure of the operation content representing driver requested basic torque operational part.
Fig. 9 is the figure of the operation content representing the basic torque operational part of automatic cruising requirement.
Figure 10 represents that energy-saving pulse controls the figure of the operation content of reference torque operational part.
Figure 11 is the figure of the operation content representing energy-saving pulse control overflow torque operational part.
Figure 12 is the figure of the operation content representing requirement torque switching part.
Figure 13 is the figure of the operation content representing requirement torque switch judgement part.
Figure 14 represents that the sequential chart of process is selected in requirement torque.
Figure 15 represents pulse controlled details drawing.
Figure 16 represents that the high efficiency in the 2nd embodiment travels the figure of the control content controlled.
Figure 17 represents that the high efficiency in the 3rd embodiment travels the figure of the control content controlled.
Figure 18 is the figure of the operation content of the vehicle target torque operational part represented in the 3rd embodiment.
Figure 19 is the figure of the operation content of the driver requested virtual target speed of a motor vehicle operational part represented in the 3rd embodiment.
Figure 20 is the figure of the operation content of the energy-saving pulse control overflow torque operational part represented in the 3rd embodiment.
Figure 21 represents pulse controlled details drawing.
Nomenclature:
3 drive wheels; 101 elec. vehicles; 102 brakings drive ECU; 103 inverters; 104 electrical motors; 105 reducing gear; 106 batteries; 107 battery ECU; 108 drg ECU; 201 vehicle target torque operational parts; 202 target drive torques; 203 target braking torques; 204 regeneration coordination brake device torque operational parts; 205 target motor braking driving torque operational parts; 206 target brake torque operational parts; 207 target motor braking driving torques; 208 target brake torques; 301 driver requested basic torque operational parts; 302 automatic cruisings require basic torque operational part; 303 direct torque and speeds control switching part; 304 energy-saving pulses control reference torque operational part; 305 energy-saving pulse control overflow torque operational parts; 306 require torque switching part; 307 require torque switch judgement part; 308 vehicle target driving torques and braking torque operational part; 309 driver requested virtual target speed of a motor vehicle operational parts; 401 pulse duty factor operational parts; 405 finders; 411 axle drives power operational parts; 412 resistance to motion operational parts; 413 virtual vehicle acceleration/accel operational parts; 414 pseudo-velocity transformation components.
Detailed description of the invention
In order to extend the cruising radius of electronlmobil, although the drive efficiency improving electrical motor is actv., as shown in Figure 1, the operating space often used in the high efficiency operating space of Motors used in EV and urban district traveling etc. is inconsistent for most cases.Often use district to design the high efficient area of electrical motor if coordinate urban district to travel, then there is tendency that electrical motor build diminishes as shown in Figure 2.This is because: although show good electric power consumption (hereinafter referred to as power consumption) when travelling in urban district, export when running at high speed or overtake other vehicles etc. not enough under high-load condition.Therefore, the build of Motors used in EV has to set according to the driving conditions of high load capacity, thus sacrifices the motor efficiency in the traveling of urban district.
Such as, in JP Laid-Open 11-18207 publication, disclose following technology: variable-speed motor is set between electrical motor and axletree, and according to making the operating point of electrical motor control converter speed ratio close to the mode of high efficiency region according to motoring condition.In JP Laid-Open 7-131994 publication, describe following technology: on vehicle, carry multiple electrical motor, optimize the sharing of load to each electrical motor according to the mode of the combined efficiency optimum of electrical motor entirety.In the prior art shown in JP Laid-Open 11-18207 publication and JP Laid-Open 7-131994 publication, in drive system, again add equipment, thus cause weight to increase and cost increase.
Shown in TOHKEMY 2010-120503 publication repeatedly carrying out accelerate and inertia travel drive-control technique in, to accelerate time electrical motor operating space without any disclose, thus the improvement of motor drive efficiency is also allowed some leeway.Prior art shown in TOHKEMY 2010-120503 publication, when only can be applicable to constant speed drive, cannot be suitable for when chaufeur carries out the normal traveling of accelerator operation.
That is, in the prior art document, the travel controlling system of the elec. vehicles such as electronlmobil that the high efficiency that openly can correspond to the traveling under accelerator operation and consider electrical motor drives, low power consumption is not had.
Therefore, in travel controlling system of the present invention, as shown in Figure 3, preferred pin obtains the torque representing peak efficiency in advance to each motor speed, implementation cycle property carries out travelling (power traveling) based on the direct motor drive of this peak efficiency torque and travelling the pulse type direct torque of (inertia traveling) based on the inertia that direct motor drive stops repeatedly.Electrical motor is interruptedly driven.During pulse width a shown in Fig. 3 (a) and pulse period b, distribution, the i.e. pulse duty factor of pulse type direct torque preferably utilize following formula (1) to determine.
Pulse duty factor=vehicle needs motor torque ÷ peak efficiency torque (1)
Fig. 3 (b) is the figure of the torque change of the motor torque represented when changing from the inertia interval Fig. 3 (a) to power running region.Motor torque now preferably greater than the vehicle needs torque under the motor speed of regulation, and changes to the peak efficiency torque in peak efficiency torque line.Peak efficiency torque line represents that peak efficiency torque changes along with motor speed.Fig. 3 (c) represents from the power Fig. 3 (a) to travel the interval figure travelling the torque change of motor torque when interval changes to inertia.Motor torque now preferably lower than the vehicle needs torque under the motor speed of regulation, and changes to torque value 0.
Fig. 4 represents that high efficiency travels the figure of the control content controlled.When the vehicle needs motor torque determined according to accelerator opening and actual vehicle speed (driver requested motor torque) such as 40Nm, peak efficiency motor torque such as 80Nm, by employing the computing of formula (1), pulse duty factor is confirmed as 50%.Peak efficiency motor torque changes along with motor speed as described above.Peak efficiency motor torque along with motor speed change is multiplied each other with pulse duty factor, resulting in target motor torque.By driving motor of vehicle intermittently with this target motor torque, thus obtain the actual vehicle speed of vehicle, the peak efficiency motor torque corresponding to motor speed is now used again to for determining in the computing of pulse duty factor.
As shown in Figure 4, in travel controlling system of the present invention, owing to adjusting effective output of driving motor with pulse duty factor, therefore independently can only use such as peak efficiency torque with vehicle load when interrupted direct motor drive.Therefore, control than existing lasting direct motor drive, can expect: the power consumption minimizing can seeking electrical motor, the cruising radius prolongation that can realize elec. vehicle or battery-mounting amount are cut down this significantly power consumptions such as effect and cut down effect (power consumption effect income).In the traveling control of travel controlling system of the present invention, because when not changing the hardware configuration of Vehicular system, a Variation control logic just can be tackled, therefore, it is possible to expect the superiority in cost performance.Determine because vehicle needs torque is corresponding accelerator operation, even if thus carry out the traveling control of accelerator operation for chaufeur, also can apply travel controlling system of the present invention.
1st embodiment
Below, the braking in application the 1st embodiment of travel controlling system of the present invention drives ECU102.First, braking drives the control object of ECU102 and the system architecture of elec. vehicle 101 to utilize Fig. 5 to illustrate.The braking that elec. vehicle 101 has input accelerator opening signal, brake signal and vehicle speed signal etc. drives ECU102, inverter 103, electrical motor 104, reducing gear 105, battery 106, battery ECU107 and drg ECU108, and is provided with 4 drive wheels 3.
The signal of the target motor braking driving torque 207 driving ECU102 to export from braking is imported into inverter 103, and inverter 103 is according to export and target motor brakes the mode drive electrode 104 of the corresponding torque of the signal of driving torque 207.In addition, the electric power for driving motor 104 is provided by battery 106.Battery ECU107 carries out the charge and discharge control of battery 106 and anomaly monitoring etc., as required battery information is outputted to braking and drives in ECU102.Drg ECU108 is based on the brake of signal control 4 drive wheels 3 of the target brake torque 208 driving ECU102 to input from braking.
Fig. 6 represents that the braking of Fig. 5 drives the figure of the operation content in ECU102.Braking drives ECU102 to be the control setup carrying out the control of elec. vehicle 101 entirety, has CPU therein, carries out predetermined processing based on various incoming signal by regulated procedure, and export various signal.The braking of present embodiment drive ECU102 based in the various process of entire vehicle, be at least that accelerator opening signal, brake signal and vehicle speed signal etc. travel the incoming signal of important document about vehicle, carry out predetermined processing by regulated procedure, and export the target motor braking signal of driving torque 207 and the signal of target brake torque 208.
Accelerator opening signal is and the tread-on quantity corresponding signal of chaufeur to accelerator pedal (not shown).Brake signal is and the tread-on quantity corresponding signal of chaufeur to brake pedal (not shown).Vehicle speed signal carrys out the signal of the car speed sensor (not shown) of rotating speed such as Autonomous test drive wheel 3 grade, is the signal representing elec. vehicle 101 speed of a motor vehicle.
As shown in Figure 6, braking drives ECU102 to have: vehicle target torque operational part 201, target motor braking driving torque operational part 205, regeneration coordination brake device torque operational part (braking torque distributive operation portion) 204 and target brake torque operational part 206.Vehicle target torque operational part 201 based on the inputted computing target drive torque 202 such as accelerator opening signal, brake signal, vehicle speed signal, and exports to target motor braking driving torque operational part 205.And then, computing target braking torque 203, and export to regeneration coordination brake device torque operational part 204.Contents processing about vehicle target torque operational part 201 sees below.
Regeneration coordination brake device torque operational part 204 is based on inputted target brake torque value, the distribution carrying out the braking of the regeneration that make use of electrical motor 104 and the braking of mechanical brake controls, the controlling valu of the regeneration of electrical motor 104 is outputted in target motor braking driving torque operational part 205, the control for brake value of mechanical brake is outputted in target brake torque operational part 206.Target motor braking driving torque operational part 205, based on from the target drive torque 202 of vehicle target torque operational part 201 and the regeneration electrical motor torque value from regeneration coordination brake device torque operational part 204, exports target motor braking driving torque 207.Target brake torque operational part 206 is based on the brake torque value of the mechanical brake from regeneration coordination brake device torque operational part 204, and computing also exports target brake torque 208.
Secondly, Fig. 7 is utilized to be described vehicle target torque operational part 201.Driver requested basic torque operational part 301 based on inputted accelerator opening signal and vehicle speed signal, the driver requested basic torque of computing.In addition, automatic cruising (auto cruise) requires that the target vehicle speed that basic torque operational part 302 sets based on chaufeur and vehicle travel the difference of the actual vehicle speed information in important document, and computing automatic cruising requires basic torque.Direct torque and speeds control switching part 303 switch direct torque and speeds control according to the select switch operation of chaufeur.If have selected direct torque by this switching, namely control based on the traveling of accelerator, then select the driver requested basic torque calculated by driver requested basic torque operational part 301.If have selected speeds control, namely control based on the traveling of automatic cruising, then select to require that the automatic cruising that basic torque operational part 302 calculates requires basic torque by automatic cruising.Have selected direct torque in the following description.
Energy-saving pulse controls the information of reference torque operational part 304 based on the driving condition (power travels or regeneration) of the speed of a motor vehicle and electrical motor, and computing energy-saving pulse controls reference torque.Energy-saving pulse control overflow torque operational part 305 controls reference torque, the torque of computing energy-saving pulse control overflow based on the basic torque selected by direct torque and speeds control switching part 303 (being driver requested basic torque in the present embodiment) and energy-saving pulse.
Require that torque switching part 306 is according to the result of determination requiring torque switch judgement part 307 described later, selects the side among above-mentioned basic torque and the torque of energy-saving pulse control overflow.Require that torque switch judgement part 307 is except requiring moment information, also based on the information such as model selection purpose of the speed of a motor vehicle, battery charge capacity (SOC), chaufeur, determine to select which of above-mentioned basic torque and the torque of energy-saving pulse control overflow.
The vehicle target driving torque of rear class and braking torque operational part 308 are based on by requiring requirement torque that torque switching part 306 is selected and brake pedal tread-on quantity, and computing take vehicle as target drive torque 202 and the target braking torque 203 of target.The target drive torque 202 calculated and target braking torque 203 are outputted to target motor braking driving torque operational part 205 and regeneration coordination brake device torque operational part 204 by vehicle target driving torque and braking torque operational part 308 respectively.
Secondly, utilize Fig. 8 that the details of driver requested basic torque operational part 301 is described.Driver requested basic torque operational part 301 has using accelerator opening and the speed of a motor vehicle as the arithmograph of input parameter, and with reference to this arithmograph based on accelerator opening and the driver requested basic torque value of speed of a motor vehicle computing.When accelerator standard-sized sheet, the torque of the graph region upper limit is calculated as driver requested basic torque value, when accelerator full cut-off, the torque of graph region lower limit is calculated as driver requested basic torque value.When accelerator opening is positioned at midway location, the value in the graph region bound corresponding to its aperture is calculated as driver requested basic torque value.According to the characteristic of engine car, when accelerator full cut-off and the low speed of a motor vehicle time, the positive torque that the power being equivalent to creep torque (creep torque) travels side is calculated as driver requested basic torque value, when accelerator full cut-off and in the high speed of a motor vehicle time, the negative torque being equivalent to the regeneration side of engine brake is calculated as driver requested basic torque value.
Next, the automatic cruising utilizing Fig. 9 to illustrate that automatic cruising requirement basic torque operational part 302 exports requires the detailed content of the calculation process of basic torque.Require to be provided with PID controller in basic torque operational part 302 at automatic cruising, based on the target vehicle speed of chaufeur setting and the deviation of actual vehicle speed, calculate the torque maintained needed for target vehicle speed.In order to avoid exceeding the scope that can realize motor torque, implement motor torque restriction process in output rear class.As above-mentioned, in the present embodiment, direct torque and speeds control switching part 303 do not select automatic cruising to require basic torque.
Then, the energy impulse of Figure 10 declarative section is utilized to control the detailed content of the calculation process of the energy-saving pulse control reference torque that reference torque operational part 304 exports.As shown in the figure, in the drive efficiency of electrical motor, there is distributivity, represent that the torque value of peak efficiency is different because of the even corresponding speed of a motor vehicle of each motor speed.Control in reference torque operational part 304 at energy-saving pulse, store energy-saving pulse control reference torque and calculate with scheming, this figure for object with positive and negative 4 quadrants determined by torque and the speed of a motor vehicle, links with line and such as represents that the torque of peak efficiency forms.The negative speed of a motor vehicle is caused by reverse gear or upward slope and travels backward and obtain.Positive torque obtains when power travels, and negative torque obtains when regenerating.Energy-saving pulse controls the positive negative information of reference torque operational part 304 based on the speed of a motor vehicle and torque, controls reference torque and calculates with figure, calculate energy-saving pulse and control reference torque with reference to energy-saving pulse.
Next, the Energy Saving Control utilizing Figure 11 declarative section energy impulse control overflow torque operational part 305 to export requires the detailed content of the calculation process of torque.Energy-saving pulse control overflow torque operational part 305, when inputting driver requested basic torque and energy-saving pulse controls reference torque, controlling reference torque based on energy-saving pulse and implementing PWM process, and calculating the torque of energy-saving pulse control overflow.The ratio that the pulse duty factor (period distribution ratio) of PWM process controls reference torque by driver requested basic torque and energy-saving pulse represents, is obtained by employing by pulse duty factor operational part 401 with the computing of following formula (2).
Pulse duty factor=driver requested basic torque ÷ energy-saving pulse controls reference torque (2)
Such as, when driver requested basic torque be 40Nm, energy-saving pulse control reference torque be 80Nm, pulse duty factor is 50%, and the pulse type torque meeting this vacuum ratio is exported by energy-saving pulse control overflow torque operational part 305 as the torque of energy-saving pulse control overflow.
In addition, described laterly require torque switch judgement part 307, when meeting the condition of " pulse duty factor≤100% ", i.e. " driver requested basic torque≤energy-saving pulse controls reference torque ", using the torque of energy-saving pulse control overflow as finally requiring that torque is selected.When not meeting above-mentioned condition, require torque switch judgement part 307 using driver requested basic torque as finally requiring that torque is selected.
Then, utilize Figure 12 and Figure 13 to illustrate and require torque switching part 306 and the detailed content requiring torque switch judgement part 307.Requirement torque switch judgement part 307 shown in Figure 13 is based on model selection SW (switch) input, accelerator opening, the speed of a motor vehicle, SOC (battery allowance) etc. of driver requested basic torque, energy-saving pulse control reference torque, energy saver mode or dynamic mode etc., determine which torque selecting driver requested basic torque and the torque of energy-saving pulse control overflow, as finally requiring torque.Require that the determination of the finder 405 torque switch judgement part as requested 307 that torque switching part 306 has carrys out the switching of urban d evelopment torque.Figure 12 represents and selects driver requested basic torque from requiring the example that torque switching part 306 exports.
As concrete judgment standard, consider that energy-saving pulse controls only can apply and comparatively be suitable for the incompact direct torque due to Pulse Width Control when requiring the torque of torque ratio peak efficiency low in principle, thus judge according to following condition.
(A) driver requested basic torque alternative condition
During high load capacity (driver requested basic torque > energy-saving pulse controls reference torque)
Time quick acceleration-deceleration (damping) or Ultra-Low Speed time
When power driving model travels or when comfortable driving model travels
During ABS action or TCS action time
(B) energy-saving pulse control overflow torque alternative condition
During low SOC state or long distance travel plan
When energy-saving driving pattern travels
When selecting automatic cruising
Secondly, the sequential chart of process is selected in the requirement torque utilizing Figure 14 to represent to require torque switch judgement part 307 to carry out.
(interval a)
Interval a is from during stop to, due to the torque operation of the requested precision based on accelerator, thus requires that torque switch judgement part 307 selects the driver requested basic torque of direct torque excellence.By driver requested basic torque, electrical motor 104 is continuously driven via complex gearing control.
(interval b)
During interval b is the stable traveling of underload, because condition " driver requested basic torque≤energy-saving pulse controls reference torque " is set up, thus require that torque switch judgement part 307 is on the basis considering economy, select the energy-saving pulse control overflow torque bringing power consumption effect income.By the torque of energy-saving pulse control overflow, electrical motor 104 is interruptedly driven control.
(interval c)
Interval c is the acceleration area caused because to overtake other vehicles etc., and owing to requiring high response and driver requested basic torque ratio energy-saving pulse controls reference torque greatly, the condition thus set up in interval b is but false in interval c.Require that torque switch judgement part 307 selects driver requested basic torque, instead of the torque of energy-saving pulse control overflow.By driver requested basic torque, electrical motor 104 is continuously driven via complex gearing control.
(interval d)
Interval d turns back to that underload is stable to travel, then to during closing due to accelerator the deceleration transition caused.Because meet condition " driver requested basic torque≤energy-saving pulse controls reference torque ", thus require that torque switch judgement part 307 is on the basis considering economy, select the energy-saving pulse control overflow torque bringing power consumption effect income.By the torque of energy-saving pulse control overflow, electrical motor 104 is interruptedly driven control.
(interval e)
Interval e is accelerator shutoff operation along with chaufeur carries out and during producing the negative torque (regenerative torque) being equivalent to engine brake.Due to condition " | driver requested basic torque |≤| energy-saving pulse controls reference torque | " set up, thus require that torque switch judgement part 307 is on the basis considering economy, select to bring the energy-saving pulse control overflow torque of power consumption effect income.By the torque of energy-saving pulse control overflow, electrical motor 104 is interruptedly driven control.
Because the braking in present embodiment drives the traveling of ECU102 to control with effective output of pulse duty factor adjustment driving motor, thus independently can only use peak efficiency torque when direct motor drive with traveling load.Require that torque is switched and determined 307 based on the speed of a motor vehicle or information on load etc., implement the suitable switching of driver requested basic torque and the torque of energy-saving pulse control overflow.Therefore, the traveling realizing operability and economy aspect excellence controls, control than existing lasting direct motor drive, obtain significantly power consumption and cut down effect (power consumption effect income), the effect that cruising radius extends and battery-mounting amount is cut down of elec. vehicle can be realized.
As shown in figure 15, the cycle time of the torque pulse under the pulse type direct torque illustrated by making Fig. 3 (a) and carry out high frequency, for operability and by bus mood can carry out regulating to avoid chaufeur or passenger to feel unpleasant.Operability causes because of torque response.If response time is long, then chaufeur feels unpleasant.Torque response depends on the cycle of torque pulse.Mood is also because the cycle of torque pulse causes by bus.Torque pulse period ratio specified time in short-term, chaufeur and passenger be imperceptible vibration almost, but when this specified time of period ratio of torque pulse is long, chaufeur and passenger can feel vibration, feels that mood is unhappy by bus.Specifically, although regulate by experiment, on the basis of the torque resolution when considering the torque response of electrical motor and PWM, preferably set pulse period≤500ms and minimum pulse width≤5ms.
Braking in 1st embodiment drives ECU102 to realize following action effect.
(1) braking drives ECU102 to have: energy-saving pulse controls reference torque operational part 304, based on the actual vehicle speed of elec. vehicle 101 with travel to the power of the electrical motor 104 of elec. vehicle 101 and regenerate relevant driving condition, computing bring the braking of the electrical motor 104 of the power consumption effect income of elec. vehicle 101 drive needed for energy-saving pulse control reference torque; Energy-saving pulse control overflow torque operational part 305, based on actual vehicle speed and accelerator opening, computing with energy-saving pulse control reference torque braking driving motor 104 with make elec. vehicle 101 travel during and do not brake driving motor 104 with make elec. vehicle 101 inertia travel during during distribute; Energy-saving pulse control overflow torque operational part 305, carry out the traveling of elec. vehicle 101 and the mode of inertia traveling according to alternate repetition, computing is used for the energy-saving pulse control overflow torque of cadence braking driving motor 104; With target motor braking driving torque operational part 205, controlled by the traveling of carrying out elec. vehicle 101 according to energy-saving pulse control overflow torque cadence braking driving motor 104.Therefore, than existing continuous motor drived control, obtain significantly power consumption and cut down effect (power consumption effect income), the effect that cruising radius extends and battery-mounting amount is cut down of elec. vehicle can be realized.
(2) drive in ECU102 in braking, control reference torque braking driving motor 104 with during making elec. vehicle 101 travel and do not brake driving motor 104 be set to below 500ms by the cycle repeatedly during making elec. vehicle 101 inertia travel with energy-saving pulse.Therefore, for operability and mood of riding, chaufeur and passenger do not feel unpleasant.
2nd embodiment
Next, the traveling that the braking in the 2nd embodiment of the present invention drives ECU102 to carry out controls to utilize Figure 16 to illustrate.The constant speed drive repeatedly that Figure 16 represents to accelerate to travel with inertia controls the control block diagram for object.If by the chaufeur target setting speed of a motor vehicle, then the actual vehicle speed of target vehicle speed and vehicle is imported in the energy-saving pulse control overflow torque operational part 305 shown in Fig. 7.That is, energy-saving pulse control overflow torque operational part 305 replaces driver requested basic torque operational part 301 and automatic cruising to require the basic torque that basic torque operational part 302 exports, and utilizes target vehicle speed and actual vehicle speed to calculate the torque of energy-saving pulse control overflow.Energy-saving pulse control overflow torque operational part 305 is included in target vehicle speed ± v according to actual vehicle speed 0mode between [Km/h] carries out startup and the stopping of accelerating control repeatedly.Speed of a motor vehicle variable quantity v 0be input in energy-saving pulse control overflow torque operational part 305 by chaufeur, or preset in the not shown memory device contained in energy-saving pulse control overflow torque operational part 305.In the latter case, speed of a motor vehicle variable quantity v 0also can specify according to target vehicle speed.In addition, due to speed of a motor vehicle variable quantity v 0also the impact of condition of road surface or landform is subject to, so the information etc. from the not shown on-vehicle navigation apparatus being equipped on elec. vehicle 101 also can be utilized, the speed of a motor vehicle variable quantity v in the specified time limit that computing is corresponding to condition of road surface or landform 0.
Distribute and specify in such a way during accelerating the startup that controls and stopping.That is, when slowing down because inertia travels actual vehicle speed and reach target vehicle speed-v 0time, the torque pulse of motor torque becomes 1, accelerates control and is activated.If actual vehicle speed is accelerated and is reached target vehicle speed+v 0, then the torque pulse of motor torque becomes 0, accelerates control and is stopped.As described in the explanation at the 1st embodiment, because peak efficiency motor torque (energy-saving pulse control reference torque) changes along with motor speed, thus, when the torque pulse of motor torque is 1, the electrical motor of vehicle is driven with the peak efficiency motor torque corresponding to motor speed.When the torque pulse of motor torque is 0, the electrical motor of vehicle is not driven.Like this, according to by repeatedly to carry out the startup accelerating to control and stop determined target motor torque (torque of energy-saving pulse control overflow) to drive the electrical motor of vehicle, resulting in the actual vehicle speed of vehicle, the peak efficiency motor torque corresponding to motor speed is now used to the computing again determining target motor torque.
According to the electrical motor 104 of energy-saving pulse control overflow torque actuated vehicle be when meet energy-saving pulse control alternative condition.When meeting driver requested basic torque alternative condition, requiring according to driver requested basic torque operational part 301 or automatic cruising the basic torque that basic torque operational part 302 exports, driving the electrical motor 104 of vehicle.It is identical with the 1st embodiment that driver requested basic torque alternative condition and energy-saving pulse control alternative condition.
During the traveling that braking in the present embodiment drives ECU102 to carry out controls, as motor torque value when accelerating, owing to employing the peak efficiency torque of each motor speed, thus improve the drive efficiency of electrical motor, low power consumption can be realized and travel.
3rd embodiment
Next, the traveling that the braking in the 3rd embodiment of the present invention drives ECU102 to carry out controls to utilize Figure 17 ~ Figure 21 to illustrate.In the present embodiment, normally travel the driver requested virtual target speed of a motor vehicle controlling to calculate relative to according to corresponding to the accelerator operation of chaufeur, be included in the driver requested virtual target speed of a motor vehicle ± v according to actual vehicle speed 0mode between [Km/h] carries out startup and the stopping of accelerating control repeatedly.
As concrete structure, based on accelerator and the driver requested motor torque of speed of a motor vehicle computing, and to simulate elec. vehicle dynamic characteristic auto model in input motor torque, carry out the driver requested virtual target speed of a motor vehicle of the virtual requirement of computing chaufeur.Represent that the arithmetic expression of auto model is stored in the not shown memory device braked and drive ECU102 to have.Relative to the driver requested virtual target speed of a motor vehicle calculated, the 2nd embodiment illustrated with utilizing Figure 16 is same, is included in the driver requested virtual target speed of a motor vehicle ± v according to actual vehicle speed 0mode between [Km/h] is carried out to accelerate and inertia travels and carries out period and to distribute and traveling repeatedly controls, thus can realize the low power consumption corresponding to accelerator operation and travel and control.
Next, utilize Figure 18 that the detailed content of the vehicle target torque operational part 201 that the braking in the 3rd embodiment drives ECU102 to have is described.For the details that driver requested basic torque operational part 301, energy-saving pulse control reference torque operational part 304, require torque switching part 306, require torque switch judgement part 307 and vehicle target driving torque and braking torque operational part 308, due to identical with the 1st embodiment, thus omit the description.Below describe driver requested virtual target vehicle operational part 309 and energy-saving pulse control overflow torque operational part 305 in detail.
Figure 19 is the detailed content representing driver requested virtual target speed of a motor vehicle operational part 309.Driver requested virtual target speed of a motor vehicle operational part 309 comprises axle drives power operational part 411, resistance to motion operational part 412, virtual vehicle acceleration/accel operational part 413 and pseudo-velocity transformation component 414, utilizes that the final computing of these operational parts is virtual requires the virtual target speed of a motor vehicle.Axle drives power operational part 411 based on driver requested basic torque, on the basis considering reduction ratio or tire radius, computing axle drives power F +.Resistance to motion operational part 412, by referring to the form stored in not shown memory device, comes computing rotary resistance and air resistance according to the speed of a motor vehicle, and then the resistance to motion F of computing vehicle torque -.Virtual vehicle acceleration/accel operational part 413 is based on vehicle weight m, axle drives power F +and resistance to motion F -, utilize following formula (2) to calculate virtual vehicle acceleration alpha.
α＝(F +-F -)/m (3)
Pseudo-velocity transformation component 414 utilizes following formula (3), the driver requested virtual target vehicle velocity V of computing.
V＝∫αdt＝∫(F +-F -)/m dt (4)
Then, utilize Figure 20 that the operation content of the energy-saving pulse control overflow torque operational part 305 that the braking in the 3rd embodiment drives ECU102 to have is described.The principal parameter being input to energy-saving pulse control overflow torque operational part 305 is the energy-saving pulse reference torque calculated by energy-saving pulse control reference torque operational part 304, such as, be peak efficiency motor torque.Based on the magnitude relationship of the chaufeur virtual target speed of a motor vehicle and actual vehicle speed, implement the startup-stop pulse modulation for energy-saving pulse reference torque.Specifically, for target vehicle speed setting ± v 0[k m/h] allows width, at the 1st condition " target vehicle speed+v 0the < speed of a motor vehicle " when setting up, pulse becomes OFF, and maintain till the 2nd condition is set up always and accelerate to control to stop.At the 2nd condition " target vehicle speed-v 0the > speed of a motor vehicle " when setting up, pulse becomes ON, and maintain till the 1st condition is set up always and accelerate to control to start.
Because energy-saving pulse controls reference torque (such as, peak efficiency motor torque) change along with motor speed, thus, when the torque pulse of motor torque is 1, control with the energy-saving pulse corresponding to motor speed the electrical motor that reference torque drives vehicle.When the torque pulse of motor torque is 0, do not drive motor of vehicle.Like this by repeatedly carrying out startup and the stopping of accelerating control, thus as shown in Figure 20, determine the energy-saving pulse control overflow torque that energy-saving pulse control overflow torque operational part 305 exports.By the electrical motor according to energy-saving pulse control overflow torque actuated vehicle, thus obtain the actual vehicle speed of vehicle, peak efficiency motor torque, the i.e. energy-saving pulse corresponding to motor speed now control reference torque, are used to as shown in Figure 17 again determine in the computing of target motor torque, i.e. energy-saving pulse control overflow torque.
According to energy-saving pulse control overflow torque actuated motor of vehicle 104 be when meet energy-saving pulse control alternative condition.When meeting driver requested basic torque alternative condition, the electrical motor 104 of the basic torque actuated vehicle requiring basic torque operational part 302 to export according to driver requested basic torque operational part 301 or automatic cruising.It is identical with the 1st and the 2nd embodiment that driver requested basic torque alternative condition and energy-saving pulse control alternative condition.
During the traveling that braking in the present embodiment drives ECU102 to carry out controls, owing to repeatedly carrying out startup and the stopping of accelerating control, the traveling that thus can realize low power consumption controls.
Variation
In above-mentioned each embodiment, for the aforesaid operations of pulse type torque and by bus mood, may be adjusted to chaufeur and all imperceptible unhappiness of passenger.Such adjustment, as shown in figure 21, can apply 3 kinds of modulation treatment, i.e. slope process, sinusoidal waveform process or flaky process by the torque pulse shown in energy-saving pulse control overflow torque operational part 305 couples of Figure 21 (a) and realize.
Slope process is the process change when rising of torque or decline being set to ramped shaped as shown in Figure 21 (b).Sinusoidal waveform process is that the rate of change when rising of torque or decline is set to sinuous process as shown in Figure 21 (c).Flaky process is the process setting less than peak efficiency torque by reference torque as shown in Figure 21 (d).Now, consider torque efficiency characteristic curve, in the scope of the torque-down rates that can allow, set reference torque based on efficiency decline acceptable threshold.Figure 21 (d) represents the example of the maxim setting reference torque based on the torque-down rates that can allow.Be preferably based on this 3 kinds of modulation treatment, in the scope of the power consumption effect income corresponding to the deviation between operating point and peak efficiency torque of reference torque and electrical motor more than specified value, change the processing stage to torque pulse according to use occasion.

Claims (11)

1. a travel controlling system for elec. vehicle, is characterized in that, possesses:
1st arithmetic element, vehicle based on elec. vehicle travels important document and travels to the power of the electrical motor of described elec. vehicle and regenerate relevant driving condition, and computing brings the reference torque of the regulation needed for braking driving of the described electrical motor of the power consumption effect income of described elec. vehicle;
2nd arithmetic element, important document is travelled based on described vehicle, during computing the 1st and the 2nd during during distribute, drive described electrical motor that described elec. vehicle is travelled with the braking of the reference torque of described regulation in during the 1st, braking driving is not carried out to described electrical motor in during the 2nd and described elec. vehicle inertia is travelled;
3rd arithmetic element, the mode of the inertia traveling of the described elec. vehicle in carry out the traveling and the described 2nd of the described elec. vehicle in during the described 1st according to alternate repetition during, computing is used for carrying out braking the control overflow torque driven to described electrical motor intermittently; With
Travelling control unit, driving the traveling of carrying out described elec. vehicle to control by carrying out braking to described electrical motor intermittently according to described control overflow torque,
Also possess the 4th arithmetic element, the 4th arithmetic element travels important document computing based on described vehicle and is used for carrying out braking the basic torque of requirement driven to described electrical motor constantly,
Described 2nd arithmetic element obtains the basic torque of described requirement calculated by described 4th arithmetic element, and obtain the reference torque of the described regulation calculated by described 1st arithmetic element, during coming described in computing the 1st based on the reference torque of the basic torque of described requirement and described regulation and during the described 2nd.
2. the travel controlling system of elec. vehicle according to claim 1, is characterized in that,
Described vehicle travels the actual vehicle speed that important document comprises described elec. vehicle.
3. the travel controlling system of elec. vehicle according to claim 1, is characterized in that,
The reference torque of described regulation is included near the peak efficiency torque corresponding with the peak efficiency of described electrical motor.
4. the travel controlling system of elec. vehicle according to claim 1, is characterized in that,
During described 1st with the described 2nd during ratio be determine based on the ratio of the basic torque of described requirement with the reference torque of described regulation.
5. the travel controlling system of elec. vehicle according to claim 1, is characterized in that,
The absolute value of the reference torque of described regulation is the torque higher than the absolute value of the basic torque of described requirement, and braking drives motor efficiency during described electrical motor to drive motor efficiency during described electrical motor high than braking under the basic torque of described requirement under the reference torque of described regulation.
6. the travel controlling system of the elec. vehicle according to claim 1 to 5 any one, is characterized in that,
To repeat during the described 1st and cycle during the described 2nd at below 500ms.
7. the travel controlling system of the elec. vehicle according to claims 1 to 3 any one, is characterized in that,
Described 2nd arithmetic element obtains the target vehicle speed of described elec. vehicle and actual vehicle speed travels important document as described vehicle, and during coming described in computing the 1st based on described target vehicle speed and described actual vehicle speed and during the described 2nd.
8. the travel controlling system of elec. vehicle according to claim 7, is characterized in that,
Resistance when described 2nd arithmetic element travels based on the accelerator opening of described actual vehicle speed, described elec. vehicle, the weight of described elec. vehicle and described elec. vehicle obtains described target vehicle speed.
9. the travel controlling system of the elec. vehicle according to claim 1 to 5 any one, is characterized in that,
The operative condition of the described elec. vehicle that described traveling control unit carries out according to the purpose of the chaufeur of described elec. vehicle or described chaufeur, selects the traveling control travelling described in a Sexual behavior mode and control and brake the described elec. vehicle driving described electrical motor based on described vehicle traveling important document constantly.
10. the travel controlling system of elec. vehicle according to claim 9, is characterized in that,
Described purpose comprises: the torque required by the braking of described electrical motor drives, at least one for selecting that the switch of energy saver mode or dynamic mode inputs, among accelerator opening,
Described operative condition comprises at least one among the reference torque of described regulation, the actual vehicle speed of described elec. vehicle, battery charge capacity.
The travel controlling system of 11. elec. vehicles according to claim 1 to 5 any one, is characterized in that,
Described 3rd arithmetic element implements at least one in slope process, sinusoidal waveform process and flaky process to described control overflow torque.
CN201110361978.7A 2010-11-16 2011-11-15 Running control device for electric vehicle Expired - Fee Related CN102463906B (en)

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